The Lincoln Highway was not merely a route connecting two coasts; it was a crucible for early American road engineering, pushing the boundaries of what was considered possible in highway construction. While the initial path was a patchwork of existing roads, the Lincoln Highway Association (LHA) quickly recognized the need for standardized, durable construction. Their efforts, particularly through the "seedling mile" program and the development of the "ideal
section," profoundly influenced the future of road design and construction across the nation.
The Seedling Mile Initiative
In its early years, the Lincoln Highway Association faced the daunting task of improving thousands of miles of road with limited funds. To address this, the LHA launched the "seedling mile" projects starting in 1914. These were not just random stretches of road; they were strategic demonstrations designed "to demonstrate the desirability of this permanent type of road construction." The goal was to rally public support and encourage government investment in better roads. The LHA proved adept at convincing industry leaders of the mutual benefits, securing crucial donations of materials from organizations like the Portland Cement Association.
The first concrete section, a precursor to the official seedling miles, was built in Illinois in April–June 1914, adjacent to Mooseheart in Kane County. The first official "seedling mile," a 1.6-kilometer stretch, was completed in November 1914, west of Malta, Illinois. These early projects served as tangible proof that durable, all-weather roads were not only feasible but also essential for the burgeoning automobile age. They provided a practical blueprint and a persuasive argument for the widespread adoption of more advanced construction techniques.
The Visionary "Ideal Section"
Building on the lessons learned from the seedling miles, the LHA embarked on an even more ambitious project: the creation of an "ideal section" of highway. Between December 1920 and February 1921, a group of seventeen highway experts convened to design a road that could withstand traffic demands for two decades into the future. Their specifications were groundbreaking for the time, outlining a comprehensive approach to modern highway design.
The experts specified a right-of-way 110 feet in width, a concrete roadbed 40 feet wide and 10 inches thick, capable of supporting wheel loads of 8,000 pounds. They also mandated curves with a minimum radius of 1,000 feet, banked for speeds of 35 mph, and the inclusion of guard rails at embankments for safety. Crucially, the design called for no grade crossings or advertising signs, anticipating future needs for efficiency and aesthetics. A dedicated footpath for pedestrians was also included, demonstrating a holistic view of road use. The most famous embodiment of these specifications was the 1.3-mile "ideal section" between Dyer and Schererville in Lake County, Indiana. Constructed in 1922 and 1923 with a combination of federal, state, county, and private funds, this section became a national and international model. Magazines and newspapers lauded it as a vision of the future, and highway officials from around the world visited to study its innovative design. Remarkably, this ideal section remains in use today, a testament to its enduring quality and the foresight of its designers, often going unnoticed by drivers unless a nearby marker draws attention to its historical significance.
